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2 Sheets-Sheet 1.

' (No Model.)

A. K. EIDEE.

GAS ENGINE. No. 245,218.Y

Patented lg'. 2

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INVENTOE v TTOBNEY N. PETERS. Phnwmhogruplwr. wnsningwn. Dv c.

2 Sheets-Sheet 2.

(No M qdel.)

A. K. RIDER.

GAS ENGINE.

Patented Augl 2, 1.881.

INVENTOR ATTORNEY WITNESSES @Wwfmw N. PETERS. Phmo-Lmwgmpner. washington. D. C.

y l UNITED STATES.,

PATENT OFFICE.

ALEXANDER K. RIDER, OF VALDEN, ASSIGNOR TO THOMAS J. RIDER, OF

' v i NEW YORK, N. Y.

GAS-ENGiNE.

SPECIFICATION forming part of Letters Patent No. 245,218, dated August 2, 1881.

Application filed May 12, 1881.

To all 'whom it may concern:

Beit known that I, ALEXANDER K. RIDER, of Walden, in the county of Orange and State of New York, have invented certain new and useful Improvements in Gas-Engines; and I 'do hereby declare the followingv to be a full, clear, and exact description ot the invention, such as will enable others skilled in the art to which it pertains to make and use it, reference 1o being had to the accompanying drawings,

which form part of this specitication.

My invention relates to an improvement in that class of gas-engines in which the air and gas are used under compression greater than 1 5 one atmosphere. y

The chief object of my invention is to provide a gas-engine ot' such" construction that gas and air in any desired relative proportions will be automatically transferred to a motivezo cylinder and the charge therein compressed and ignited and caused to impart motion to the motive piston ,the parts being so arranged that the compression, ignition, and expansion of the mixed charge ot'vair and gas will be consecutively effected within the motive cylinder at each revolution ot' the engine,and yet sufficient time be allowed for the full intersaturation and molecular arrangement of the air and gas before its ignition, which latter is important in its results. i

With these ends in view, my invention essentially consists, first, in a gas -engine provided with a motive cylinder and piston and an air and gas supply cylinder and piston,the 3 5 vparts being so arranged and constructed'that the charge of air and gas will be introduced into the motive cylinder Awhen its piston is at or near the limit of its outstroke,innnediately after the bulk of the exhaust or burned air has 4o escaped and before the motive piston has made any considerable part of its instroke, so as to allow nearly the whole ot eachinstroke of the motive piston to be used for the compression of the charge, the subsequentignition of which at the end of the instroke gives the engine an impulse at each revolution. i

My invention further consists in certain improvements in the construction of the motive Apiston 5 also in improvements in the igniter;

5o also in certain features of construction and (No model.)

` Acombinations of parts, as will hereinafter be described, and pointed out iu the claims.

ln the accompanying drawings, Figure 1 is a view, partly in side elevation and partly in lvertical section, of my improvement in gasengines; and Fig.2 is an enlarged vertical section of the igniter. f f

A represents the airsupply cylinder, and B the air-supply piston, the latter being ot' the trunk type and actuated by the main shaft O, 6o through the medium of the crank a and con- `necting-rodI b. Cylinder A is provided with a partit-ion, D, having an opening, c, which is' governed by an upwardl y-closin g check-valve, d, that portion of the cylinder located below the partition constituting an air-reservoir, E. An air-inlet pipe or coupling, d, communicates with cylinderA at a point above the partition D, said inlet being furnished with a downwardly-closing check-valve, e. When the pis- 7o ton B is on its,upstroke it will operate to draw a supply of air through the air-supply inlet d into the supplyecylinder below its piston and above the partition D. As the piston B descends, the air flows through the opening c,

.past'the check-valve d ,and into the reservoir E. The lower end of the air-reservoir E coin- `municates with the lower end of the motive cylinder F by means of the pipe f, which is provided with a downwardly closing check- 8o valve, f', located in close proximity to the motive cylinder.

Gr 1s a gas-supply cylinder having a gas-inlet, g, atA its lower end, in which is located a check-valve to prevent the charge of gas in the 8 5 cylinder from flowing back into the supplypipe whenthe piston H descends. The piston H has attached thereto a rod, h, which is connected by the yoke H with the upper end of the supply-cylinder, the latter serving to'actu- 9o ate the gas-supply piston. A pipe, I, leads from the lower end of the gas-supply cylinder G to an opening, I', in the lower end or head, l2, of the motive cylinder. Opening l. is covered by a cap, J, through Which extends the 95 Valve-stem J of the valve J2, the lower end of the valve-stem being arranged to rest upon the end of the arm t' of the lever l, the opposite arm, i', 'oi' which has pivoted thereto the lower end of a rod, K, the upper end of which is seroo cured to an eccentric-strap, K'. A spring, k, encircles the lower end of the valve-stem and serves to retain the valve J2 closed until it is raised by the eccentric and its connections referred to.

L is the motive piston, and is connected to the crank-arm l on the main shaft C by the connecting-rod L'. The lower end of the motive piston is constructed with an inverted cup, M, having its periphery or cylinder made comparatively thin, and furnished with an opening, M', which is arranged to register with an exhaust-opening in the motive cylinder when the piston has reached the limit ofits upstroke. The cup or ilange M is also provided with an open slot, M2, through which the ignited portion of the chargeis admitted to the main cylinder below its piston, as will be hereinafter explained.

N is a rock-shaft having an arm at one end attached to the lower end of an eccentric-rod, N', the latter serving to impart an oscillatory movement to the rock-shaft. To the opposite end of the rockshaft is secured an arm, N2, having an exhaust-valve attached thereto, and by means oi' which the exhaust-opening in the motive cylinder is opened and closed. The lower end of the motive cylinder is preferably I furnished with my improved igniter, which is constructed as follows:

O is the casing ofthe igniter, and is provided with a flange, o, which is attached to the inotive cylinder. Within the upper portion of the casing O is secured a screw-threaded plug, o', which is provided with a hole, o2, into which extends the upper end of the valve-stem P of the valve P', the face p of which seats upon the top ot the partition P2, while the lower portion of the valve-stem P extends downwardly through the tube Q, and block Q', the lower end of the stem being packed by the packing q. An exterior valve, R, is guided and retained in position by au open frame, R', composed of vertical bars r united at their lower ends by a ring, r2. The face r' of the exterior valve R is seated against the lower surface of the partition P2. The exterior valve R extends some distance below its guides, and is tted with a screw-cap, S, capable of adjustment.

Upon the inwardly-projectin g flange s of the adjustable screw-cap is placed a false bottom, S', between the upper surface of which and the fixed bottom of the exterior valve, R, is placed a spring, T, the tension of which should be so regulated by varying the adjustment of the screw-cap S that when the spring is of suficient tension to resist the maximum pressure of the explosion on the ignition of the charge the valve-stem P will nearly touch the false bottom. The lower face of the false bottom is provided with a projection, t, which rests upon the outer end of a crank, T', attached to a rock-shaft, T2, the opposite end of which is provided with a crank, T2, to which is attached the lower end of an eccentric-rod, T, which is operated by an eccentric, t5, on the main shaft.

Partition P2is provided with a gas-inlet passage, t', which leads to the seat of the exterior valve. Gas is supplied to the passage t through the supply-pipe t2, which connects with the gasinlet chambers I'. The supply-pipe t2 is furnished with a regulating-valve or stop-cock, t2. Gas-jet U is arranged to ignite the gas within the exterior valve.

I preferto use myimproved igniter,as above described; but I can use any construction ot' igniter in connection with the other portions of my improvements.

The motive and supply pistons are, as before mentioned, connected to the main shat't by direct connections, and the cranks of motive and supply pistons are placed at about a right angle from each other, that of the supply-piston being in advance in the direction of rotation.

I prefer to have the motive and supply cylinders placed vertically; but they may be a1'- ranged to act horizontally with equal effect. .I also prefer to use a separate gas-supply cylinder or pumps as more convenient and manageable; but I can, if desirable, dispense with it and take in the gas and air together into the larger supply-cylinder. I prefer to use single acting cylinders with trunk-pistons, but can readily make the arrangement double-acting, with ordinary pistons as usually made in a steam-engine.

Having described the construction and relative arrangement ot' the several parts of my improved gas-engine, I will now describe its operation.

The supply and motive pistons have about the same length of stroke, but the area ofthe supply-piston is preferably about one and onehalf time the area of the motive piston, in order to fill the development and clearance of thelatter. Asthesupply-pistonmovesthrough its upstroke it serves to draw a charge of air through the air-inlet pipe and check-valve and into thesupply-cylinders below the piston. As the piston of the gas-supplycylinderis worked from the supply-piston, a charge of gas will also be drawn into the gas-supply cylinder as its piston moves through its upstroke. Upon the descent of the supply-piston the charge of air beneath the suppl y-piston Hows downwardly through the opening and past the checkvalve in the partition and into the air-reservoir in the lower end of the supply-cylinder,

and from thence it flows into the lower end ot'l the motive-cylinder after the bulk of the exhaust has escaped through the exhaust-valve, and when the pressure in the motive cylinder is sufficiently reduced to admit its entry while. the descent of the gas-supply piston operates to send the charge of gas into the lower end of the motive cylinder on the opening of the.

gas-valve, the time of its introduction being regulated by the movement of the eccentric, the latter being arranged so that the charge of gas will not be admitted to the motive cylinder until after the charge of air has been ad-` mitted therein. The exhaust-valve is opened some time before the admission of the new IOO IOS

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charge, and, as the temperature of theexhaust is high and its pressure ordilation equal'to three or moreatmospheres, it will practically allescape before the admission of the new.

' inch, and as the new charge of air is by this time allin the motive cylinder the further advance of the motive piston on its instroke will compress the air and also the gas (which -is admitted immediately after the closing of the exhaustlvalveito the assigned limit of compression at the end of theinstroke, the

Vamountor degree of compression depending on the proportionate clearance in the motivecylinder. After a full charge of gas and air has been admitted to the motive cylinder and compressed it is ignited as follows:

4 As clearly shown in the drawings, the interior and exterior valves ot' theigniter are faced `in opposite directionsthat is to say, the interior valve which is located within the i gnitercasin g, is seated upon the upper surface of the partition P2, while the exterior valve is seated upon the lower surface of said partition. The

-exterior valve is opened at regular and predetermined intervals of time, according to the movement of the crank-arm, which is actuated by an eccentric on the main driving sha/ft. Then the exterior valve is opened it uncovers the gas-inlet port, thereby allowing a supply of gas to flow into the cavity beneath the interior valve, andthe eccentric then raises the exterior valve and traps in a small amount of gas which has been ignited by the lighted jet U, and as the eccentric raises the false bottoma little higher it strikes the lower end of the stem of the interior valve, raising it from its seat and introducing the ignited gas to the cylinder and igniting the charge of gas and air therein. 'At the same time the eccentric and spring will hold the exterior valve firmly toits seat, preventing the further admission of gas until the next strokeofthe engine, and also preventingtheexplosion from forcing back the gas into the pipe which supplies the igniter. Upon the ignition ofthe charge in the motive .cylinder the motive piston is forced through its upstroke, and when it has reached the limit ot' its upward movement the exhaustopening in the depending fiange will register with the exhaust-openingin the motive cylinder, thereby allowingoftheescape oftheburned air in the motive cylinder o'n the opening of the exhaust-valve, when the consequent reduction of thepressure in the motive cylinder will permit the entry of a succeeding charge from the supply cylinders and reservoir, which have in the meantime become filled, and thus the operation will be repeated at each revolution.

As will` readily be understood from the foregoing, the compressing of the charge is effected in the motive cylinder, as the pressure in the reservoir is A but slightly in excess ot' the atmosphere, being only sufficient to cause the transfer of. the charge into the motive cylinder after the bulk'of the exhaust has escaped. It will also be seen that the transfer of the charge into the motive cylinder is complete before the motive piston has made any considerable part of its instroke, which allows an interval of time to permit t-he gas and air to saturate each other before ignition occurs, which has a marked effect on the resulting force developed in combustion.

In general practice it is not necessary to expel all the burned air from the motive cylinder, as a certain proportion of it softens the shock of explosion; bu\t under certain conditions, such as quality or-proportion of gas, it is desirable to wash out7 all the burned air conipletely, and to do this by my arrangement I cause the exhaust-valve to open somewhat sooner than above mentioned and keep it open a little later, which has the effect of sweeping out the last remnant of the products of combustion from the motive cylinder. By altering the proportionate relation between the amount of supply and that part of the charge of' air which is retained in the motive cylinder afterthe closure ot' tbeexhaust-valve, the same effect can also be produced by making the supply-cylinder proportionally greater in capacity. rlhe sweeping out ot' the last portion of the exhaust is in this latter case effected by the entry into the motive cylinder of a greater quantity of air from the air supply cylinder and reservoir than the cubic capacity ot' the motive cylinder, the excess of air, together with the last portions of the exhaust, being allowed to escape through the exhaust-valve, which is kept open a suflicient part of the instroke of the motive piston for that purpose.

I have described niy improvements as most conveniently applied, but they may be somewhat moditied in form or construction without materially lessening their efficiency. I d'o not therefore strictly confine myself to the exact construct-ion above mentioned, as it is evident that these may, to some extent, be altered without departing from the spirit and scope of my invention.

Having fully described my invention, what I claim as new, and desire to secure by Letters Patent, is

l. A gas-engine provided with a motive cylinder constructed to exhaust the burned air and air and gas supply pistons and cylinders, the parts being constructed and arranged to cause the charge of air entering the motive cylinder to rapidly expel the last portion of the burned air therefrom, after which the air is confined in the motive cylinder and the charge of gas then admitted a-fter the exhaust-opening has been closed, substantially as set forth.

2. In a gas-engine, an air-supplyvpiston having a gas-supply piston connected therewith to be actuated thereby, substantially as set forth.

3. Ina gas-engine, a motive cylinder'having gas and air supply cylinders communicating therewith, and an eccentric for opening a valve governing the ow of gas to the motive cylin- IOO IOS

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der, the parts being constructed and arranged to canse the airsnpply to be regulated by the ainsupply piston, and the gas-supply by an eccentric on the main shaft, substantially as set forth.

4. In a gas-engine, the motive piston pro vided with a dependingiiange forming a space below the piston for holding the charge ot' gas and air, said ange being slotted to alloT of the ignition of thc Charge when the piston is at the bottoni ofthe cylinder, substantially7 as set forth.

5. In a gas-engine, the motive piston provided with a depending dange forming a space below the piston, said flange or rim provided with an cxhaustcpenng arranged to register with an exhaust-opening in the motive cylinder, substantially as set forth.

(i. 1n a gas-engine, an ignitcr provided with an interior and exterior valve, and devices for opening the exterior valve Without disturbing the interior valve and closing the exterior valve and afterward opening the interior valve, substantially as set t'ortli.

7. In a gas-engine,an igniter having` an exterior valve guided by open bars ofthe casing, and provided with a screw-cap and false bottom, and an eccentric arranged to regulate the movement ot the valve, substantially as set forth.

8. In a gas-engine, an igniter provided with a valve governing` the dow of' ignited gas to the. motive cylinder, and another valve for regulating the admission of gas to an exterior chamber cr cavity, and for trapping in a quantity of' ignited gas, substantially as seti'orth.

i). In a gasenginc, an igniter provided with an exterior valve, false bottom, and spring, and an interior valve provided with a valvestcin arranged to be raised by an eccentric acting on the false bottom, substantially as set forth.

10. A gas-engine comprising the following parts, to wit: an air-supply cylinder, piston, and reservoir, a gas-supply cylinder and piston, a motive piston and cylinder, and an igniter, the, parts being constructed and arranged to cause a portion of the air-supply to expel the last portion of the burned air from the motive cylinder, then to admit a charge of gas to the motive cylinder, then compress the same, and then ignite the charge, substantially as set forth.

11. A gas-engine having a motive cylinder and igniter, a gassupply cylinder communicating with the lower end ofthe motive cylinder by a pipe and a valve for automatically regulating the dow of gas, and a supply-cylinder communicating with a reservoir, and the lattercommnnicating with the motive cylinder, thc parts being constructed and arranged so that the supply-piston will transfer a sniiicient quantity ot' air into the motive cylinder to eX- pel the last portion of the 'burned air, and also to charge the cylinder, after which the gasregulating valve will be opened to admit a supply of gas to the motive cylinder, substantially as set forth.

12. A gas-engine having a motive cylinder, and air-supply cylinder, and a gas-supply cylinder so constructed and arranged that the compression, ignition, and expansion of the Charge all occur in the motive cylinder' during one revolution of the engine, substantially as set forth.

In testimony that I claim the foregoing 1 have hereunto set my hand this 3d day of May, 1881. i i i i i i ALEXANDER K. RIDER.

Witnesses:

GEO. W. STODDARD, (J. W. SADLIER. 

